Methods and systems for dynamically determining and adapting to cost impact during a flight

ABSTRACT

A method for providing cost data for a flight is provided. The method (i) obtains cost target data for the flight, under anticipated conditions; (ii) obtains real-time aircraft performance parameters affecting the actual cost of the flight, using continuous monitoring during the flight, including at least aircraft speed modes, aircraft flight level changes, tactical interventions, weather impact, and descent timing deviations; (iii) determines an actual cost of the flight, based on the real-time aircraft performance parameters affecting the actual cost; (iv) identifies flight plan change options associated with a potential cost savings over the actual cost, wherein the flight plan change options comprise potential modifications to the flight plan to complete the flight; (v) presents the flight plan change options; and (vi) adapts operation of one or more avionics systems onboard the aircraft, based on one of the flight plan change options.

TECHNICAL FIELD

Embodiments of the subject matter described herein relate generally togenerating cost data for a flight plan. More particularly, embodimentsof the subject matter relate to performing real-time modeling of costdata for a flight plan to identify flight plan variations that may beused to obtain cost savings including recovery of unexpected costs.

BACKGROUND

A primary goal of commercial airlines, and non-commercial aircraftoperators, is to operate an aircraft from an origin location to adestination location as safely as possible and at the lowest cost. Suchoperations may include scheduled and unscheduled flights for an airline,business jet operations, rotary wing aircraft operations (e.g.,helicopter operations), unmanned aerial vehicles (UAVs), and the like.Day-to-day operational costs and revenues for aircraft can vary due tofuel-related cost variations, time-related cost variations, delay costs,load factor costs, and the like. In the case of commercial airlines, airroute profitability may be analyzed by continuously determining whethera specific flight sector is profitable during a given time period, andair route profitability analysis produces metrics that may be used todetermine whether to alter, supplement, or exclude routes from anairline schedule. Cost control analysis usually provides recommendedtarget operational costs for a given flight sector. For all types ofaircraft operations, including non-commercial applications,profitability may be increased by identifying and taking advantage ofcost control opportunities to optimize revenue. Deviations from targetoperational costs may occur during flight, due to internal and externalfactors that can increase the overall cost of the flight.

Accordingly, it is desirable to provide opportunities to adhere totarget operational costs to optimize revenue. Furthermore, otherdesirable features and characteristics will become apparent from thesubsequent detailed description and the appended claims, taken inconjunction with the accompanying drawings and the foregoing technicalfield and background.

BRIEF SUMMARY

Some embodiments of the present disclosure provide a method forproviding cost data for a flight associated with a flight plan, by acomputing device onboard an aircraft, the computing device comprising atleast one processor and a system memory element. The method (i) obtainscost target data for the first execution of the flight, wherein the costtarget data includes a predetermined cost index for the flight planunder anticipated conditions, and wherein the cost target data includesa cost target for the flight; (ii) obtains real-time aircraftperformance parameters affecting the actual cost of the flight, usingcontinuous monitoring during the flight, wherein the real-time aircraftperformance parameters include at least aircraft speed modes used duringthe first execution, aircraft flight level changes implemented duringthe first execution, tactical interventions performed during the firstexecution, weather impact for the first execution, and descent timingdeviations during the first execution; (iii) determines an actual costof the first execution of the flight, based on the real-time aircraftperformance parameters affecting the actual cost; (iv) identifies flightplan change options associated with a potential cost savings over theactual cost, by the at least one processor, wherein the flight planchange options comprise potential modifications to the flight plan tocomplete the flight; (v) presents the flight plan change options, via adisplay device communicatively coupled to the at least one processor;and (vi) adapts operation of one or more avionics systems onboard theaircraft, by the at least one processor, based on one of the flight planchange options.

Some embodiments of the present disclosure provide a computing deviceonboard an aircraft, the computing device for providing cost data for aflight associated with a flight plan. The computing device includes: asystem memory element; a display device, configured to present graphicalelements and text associated with the cost data for the flightassociated with the flight plan; and at least one processorcommunicatively coupled to the system memory element and the displaydevice, the at least one processor configured to: obtain cost targetdata for the first execution of the flight, wherein the cost target dataincludes a predetermined cost index for the flight plan underanticipated conditions, and wherein the cost target data includes thecost target; obtain real-time aircraft performance parameters affectingthe actual cost of the flight, using continuous monitoring during theflight, wherein the real-time aircraft performance parameters include atleast aircraft speed modes used during the first execution, aircraftflight level changes implemented during the first execution, tacticalinterventions performed during the first execution, weather impact forthe first execution, and descent timing deviations during the firstexecution; determine the actual cost of the first execution of theflight, based on the real-time aircraft performance parameters affectingthe actual cost; identify flight plan change options associated with apotential cost savings over the actual cost, wherein the flight planchange options comprise potential modifications to the flight plan tocomplete the flight; present the flight plan change options, via thedisplay device; and adapt operation of one or more avionics systemsonboard the aircraft, based on one of the flight plan change options.

Some embodiments of the present disclosure provide a non-transitory,computer-readable medium containing instructions thereon, which, whenexecuted by a processor, perform a method for providing cost data for aflight associated with a flight plan, by a computing device onboard anaircraft. The computing device comprises the processor and a systemmemory element. The method creates a real-time model of the flight plan,by the processor, based on real-time aircraft performance parametersaffecting an actual cost of a first execution of the flight; determinesthe actual cost of the first execution of the flight, by the processor,based on the real-time model of the flight plan; and when the actualcost of the first execution of the flight exceeds a cost target for thefirst execution of the flight, dynamically and continuously during theflight, the method; identifies flight plan change options to potentiallyrecover a cost difference between the cost target and the actual cost,based on the real-time model, by the processor, wherein the flight planchange options comprise potential modifications to the flight plan tocomplete the flight; presents the flight plan change options, via adisplay device communicatively coupled to the processor; and adaptsoperation of one or more avionics systems onboard the aircraft, by theprocessor, based on one of the flight plan change options.

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the detaileddescription. This summary is not intended to identify key features oressential features of the claimed subject matter, nor is it intended tobe used as an aid in determining the scope of the claimed subjectmatter.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the subject matter may be derived byreferring to the detailed description and claims when considered inconjunction with the following figures, wherein like reference numbersrefer to similar elements throughout the figures.

FIG. 1 is a diagram of a system for providing real-time cost data andoptions for cost savings, in accordance with the disclosed embodiments;

FIG. 2 is a functional block diagram of a computing device used as partof a system for providing real-time cost data and options for costsavings, in accordance with the disclosed embodiments:

FIG. 3 is a diagram of a plot that illustrates model for projected costdeviations for a particular flight, in accordance with the disclosedembodiments;

FIG. 4 is a flow chart that illustrates an embodiment of a process forproviding cost data for a flight associated with a flight plan, by acomputing device onboard an aircraft, in accordance with the disclosedembodiments;

FIG. 5 is a flow chart that illustrates an embodiment of a process forcreating a real-time model of a flight for actual cost analysis, inaccordance with the disclosed embodiments:

FIG. 6 is a flow chart that illustrates an embodiment of a process foridentifying flight plan change options for cost savings, in accordancewith the disclosed embodiments:

FIG. 7 is a flow chart that illustrates an embodiment of a process forusing a closed-loop mechanism to update a real-time model of a flight,in accordance with the disclosed embodiments; and

FIG. 8 is a flow chart that illustrates an embodiment of a process 800for presenting flight plan change options onboard the aircraft, inaccordance with the disclosed embodiments.

DETAILED DESCRIPTION

The following detailed description is merely illustrative in nature andis not intended to limit the embodiments of the subject matter or theapplication and uses of such embodiments. As used herein, the word“exemplary” means “serving as an example, instance, or illustration.”Any implementation described herein as exemplary is not necessarily tobe construed as preferred or advantageous over other implementations.Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,brief summary or the following detailed description.

The subject matter presented herein relates to systems and methods fordynamically monitoring the actual cost data for a particular flight andproviding alternative flight plan options for cost savings, to includecost recovery, when the actual cost exceeds cost projections for theflight. More specifically, the subject matter relates to using currentand historic aircraft parameter data, and current and historic flightcost data, to dynamically create and update an analytical model of theflight and costs associated with the flight, in real-time during theflight. The real-time model is then used to continuously calculate (i)the cost of the current flight when flown according to the currentflight plan, and (ii) costs associated with potential modifications tothe current flight plan. Also contemplated herein is the identificationand presentation of cost savings options during flight, the cost savingsoptions including a subset of the potential modifications costing lessthan the current flight when flown according to the current flight plan.

Certain terminologies are used with regard to the various embodiments ofthe present disclosure. A flight is an aircraft-based trip from anorigin or departure location to a destination location. An intendedflight extends from an origin location (e.g., a departure airport) atthe beginning point of the trip to a destination location (e.g., anarrival airport) at the endpoint of the trip. The trip is composed ofone or more “legs”, wherein each leg is a subset of the trip and extendsbetween stopover airports. A flight plan includes details associatedwith an intended flight and is usually filed with an aviation authority(e.g., Federal Aviation Administration (FAA)) prior to departure. Aflight plan indicates a planned route or flight path of the aircraft,and generally includes: departure and arrival location points, anestimated time en route between the departure and arrival locationpoints, alternate stopover and/or arrival airports in case of badweather, a type of flight (e.g., instrument flight rules (IFR), visualflight rules (VFR)), pilot data, number of people onboard the aircraft,and aircraft data.

The cost target is the anticipated cost of the flight from an originpoint to a destination point. The cost target is generally apredetermined and realistic anticipated value that is based on historiccost data and current flight conditions. The cost target may be a costestimate that is used as a goal or objective to be achieved duringexecution of the flight, in order to keep the flight costs within anacceptable range of costs for the flight. An actual cost for a flight isa continuously updated measure of the monetary requirements to executethe flight. The actual cost varies based on aircraft performanceparameters, and is continuously updated during flight, based on thereal-time model. Flight cost savings may be obtained by modifying thecurrent flight plan to incorporate lower-cost alternative options tocontinue the flight from the original departure location to the originalarrival location. Flight cost savings may be sought and obtained inorder to reduce the actual cost of the flight, in situations when theactual cost exceeds a cost target for the flight and in situations wherethe actual cost does not exceed the cost target for the flight. Flightcost recovery is a way to recoup some of the actual cost of the flightby implementing and using a flight cost savings option (i.e., alower-cost alternative flight plan option) to continue the flight fromthe original departure location to the original arrival location.

A flight plan change option is an identified modification to the flightplan that permits the aircraft to complete execution of the flight fromthe original departure location to the original arrival location. Aflight plan change option is generally associated with a lower cost thanthe actual cost to execute the flight according to the current flightplan, and thus provides an opportunity for cost savings and/or costrecovery. Flight plan change options are presented as a plurality ofpotential user-selectable changes from which a user may select to altera current flight plan to achieve the cost recovery. When a first flightplan change option costs less than the original cost target for theflight, then the first flight plan change option indicates a costsavings and potentially a cost recovery. In scenarios where the actualcost of the flight does not exceed the cost target for the flight, theflight crew may select a flight plan change option that is lower thanplanned flight costs to take advantage of the unexpected cost savings.In scenarios where the actual cost of the flight does exceed the costtarget for the flight, the flight crew may select a flight plan changeoption that is lower than planned flight costs to recover some of thecost for the flight.

Turning now to the figures, FIG. 1 is a diagram of a system 100 forproviding real-time cost data and options for cost recovery, inaccordance with the disclosed embodiments. The system 100 operates tocompute and present dynamic, real-time, cost savings options, onboard anaircraft 104 during flight. In circumstances where an actual cost of acurrent flight exceeds planned cost targets, then the system 100operates to compute and present dynamic, real-time, cost recoveryoptions, onboard the aircraft 104 during flight. The system 100 mayinclude, without limitation, a computing device 102 that communicateswith one or more avionics systems 106, including at least a FlightManagement System (FMS) 108, onboard the aircraft 104 and one or moreserver systems 110, via a data communication network 112. In practice,certain embodiments of the system 100 may include additional oralternative elements and components, as desired for the particularapplication.

The computing device 102 may be implemented by any computing device thatincludes at least one processor, some form of memory hardware, a userinterface, and communication hardware. For example, the computing device102 may be implemented using a personal computing device, such as atablet computer, a laptop computer, a personal digital assistant (PDA),a smartphone, or the like. In this scenario, the computing device 102 iscapable of storing, maintaining, and executing an Electronic Flight Bag(EFB) application configured to determine and present flight modelingdata, flight cost data (e.g., actual cost data, cost projection data,cost target data), and flight plan change options. In other embodiments,the computing device 102 may be implemented using a computer systemonboard, and integrated into, the aircraft 104, wherein the computingdevice 102 is configured to determine and present flight modeling data,flight cost data, and flight plan change options.

The aircraft 104 may be any aviation vehicle for which flight costmodeling and flight cost recovery options are relevant and applicableduring completion of a flight route. The aircraft 104 may be implementedas an airplane, helicopter, spacecraft, hovercraft, or the like. The oneor more avionics systems 106 include the FMS 108, and may also includeAutomatic Dependent Surveillance-Broadcast (ADS-B) devices, navigationdevices, weather radar, brake systems, or the like. Data obtained fromthe one or more avionics systems 106 and the FMS 108 may include,without limitation: flight data, weather data, brake system data, weightand balance data, runway analysis data, aircraft performance data, orthe like.

The air traffic control (ATC) 114 may be an air traffic control stationor any other ground-based location from which personnel communicate withthe aircraft 104, including the ground-based personnel and equipmentconcerned with monitoring and controlling air traffic within aparticular area. The ATC 114 functions to communicate with the aircraft104 to facilitate cost recovery, including receiving clearance requestsfrom the aircraft 104 for user-selected flight plan change options, andcommunicating approval or denial to the aircraft 104 for a receivedclearance request. The ATC 114 is also representative of a flightoperation control ground station, and may provide other communicationsto the aircraft 104, including but not limited to: historic flight routeperformance data, cost parameter data, terminal area broadcast data, airtraffic control broadcast data, current and historic weather data,current and historic NOTAM data, and the like.

In certain embodiments, the aircraft 104 and/or the computing device 102receives all of the data from the ATC 114 (or other ground controlstation), the data being used to compute flight change options for costrecovery during a flight. In this scenario, the ATC 114 or other groundcontrol station may receive data from other sources (e.g., the one ormore server systems 110, airline data management, historic flight routedata sources, weather data sources, NOTAM data sources, terminal areabroadcast sources, or the like). However, in other embodiments, theaircraft 104 and/or the computing device 102 communicates directly withexternal sources to obtain the data being used to compute flight changeoptions for cost recovery during a flight, including: (i) the one ormore server systems 110 (e.g., third party services providing weatherdata and NOTAM data, airline data management, historic route andaircraft route performance databases), (ii) the Traffic InformationService-Broadcast (TIS-B) 116, (iii) the ATC 114, and any other sourceof data applicable to compute flight change options for cost recoveryduring a flight.

The one or more server systems 110 may include any number of applicationservers, and each server may be implemented using any suitable computer.In some embodiments, the one or more server systems 110 includes one ormore dedicated computers. In some embodiments, the one or more serversystems 110 includes one or more computers carrying out otherfunctionality in addition to server operations. The one or more serversystems 110 may store and provide any type of data used to computeflight plan alternatives for fuel cost recovery when the actual cost ofa flight exceeds a cost target for the flight. Such data may include,without limitation: flight plan data, air traffic control broadcastdata, terminal area broadcast data, third-party services data (e.g.,weather data, Notices to Airmen (NOTAM) data, historic flight routedata, historic aircraft performance data, airline data management data,flight cost parameter data, cost deviation parameter data, aircraftperformance and operational capability data, and other data compatiblewith the computing device 102.

The computing device 102 is located onboard the aircraft 104, and thecomputing device 102 communicates with the one or more avionics systems106 via wired and/or wireless communication connection. The computingdevice 102 and each of the one or more server systems 110, the airtraffic control 114, and the TIS-B 116, are generally disparatelylocated, and the computing device 102 communicates with each of the oneor more server systems 110, the air traffic control 114, and the TIS-B116, via the data communication network 112 and/or via othercommunication mechanisms onboard the aircraft 104. The datacommunication network 112 may be any digital or other communicationsnetwork capable of transmitting messages or data between devices,systems, or components. In certain embodiments, the data communicationnetwork 112 includes a packet switched network that facilitatespacket-based data communication, addressing, and data routing. Thepacket switched network could be, for example, a wide area network, theInternet. or the like. In various embodiments, the data communicationnetwork 112 includes any number of public or private data connections,links or network connections supporting any number of communicationsprotocols. The data communication network 112 may include the Internet,for example, or any other network based upon TCP/IP or otherconventional protocols. In various embodiments, the data communicationnetwork 112 could also incorporate a wireless and/or wired telephonenetwork, such as a cellular communications network for communicatingwith mobile phones, personal digital assistants, and/or the like. Thedata communication network 112 may also incorporate any sort of wirelessor wired local and/or personal area networks, such as one or more IEEE802.3, IEEE 802.16, and/or IEEE 802.11 networks, and/or networks thatimplement a short range (e.g., Bluetooth) protocol. For the sake ofbrevity, conventional techniques related to data transmission,signaling, network control, and other functional aspects of the systems(and the individual operating components of the systems) may not bedescribed in detail herein.

During typical operation, the computing device 102 obtains relevant dataassociated with a particular flight, including anticipated conditionsfor the particular flight and a cost target for the particular flight,from air traffic control 114, TIS-B 116, and the one or more serversystems 110. During flight onboard the aircraft 104, the computingdevice 102 continuously and dynamically obtains aircraft parameter datafrom the plurality of avionics systems 106 and the FMS 108, and createsa real-time model for the flight to perform analysis of actual fuelcosts. The computing device 102 uses the real-time model and theobtained relevant data, during the flight, to identify changes that canpotentially be made to the flight plan to obtain cost savings for theflight. In some embodiments, the computing device 102 uses the real-timemodel and the obtained relevant data, during the flight, to determinewhether an actual cost for the flight (which is updated in real-time) isprojected to exceed the cost target, and to identify changes that canpotentially be made to the flight plan to recover some of the costsexceeding the cost target. The computing device 102 presents thepotential flight plan changes (i.e., flight plan change options) forflight crew viewing and selection. The computing device 102 is furtherconfigured to receive a user input selection and upload, link, orotherwise transmit the user-selected flight plan change option to theFMS 108, thereby initiating action by the FMS 108 to alter the flightplan according to the user selection for cost recovery. Additionally,the computing device 102 is configured to continuously and dynamicallyobtain real-time aircraft parameters, and to update the real-time modelcontinuously throughout the flight. Such dynamic, real-time obtainedaircraft parameters considers aircraft parameters that are updated inreal-time, which may alter previously-calculated flight plan changeoptions at any point while the aircraft is traveling during the flight(e.g., recommendations calculated prior to the flight).

FIG. 2 is a functional block diagram of a computing device 200 used aspart of a system for providing real-time cost data and options for costsavings, in accordance with the disclosed embodiments. It should benoted that the computing device 200 can be implemented with thecomputing device 102 depicted in FIG. 1. In this regard, the computingdevice 200 shows certain elements and components of the computing device102 in more detail. The computing device 200 generally includes, withoutlimitation: at least one processor 202; system memory 204; a userinterface 206; a communication device 208; a flight plan modeling module210; a cost analysis module 212; a cost savings prediction module 214;and a display device 216. These elements and features of the computingdevice 200 may be operatively associated with one another, coupled toone another, or otherwise configured to cooperate with one another asneeded to support the desired functionality—in particular, continuouslyand dynamically updating a real-time model of a flight, during theflight, and providing potential flight change options for cost savingsand cost recovery during the flight, as described herein. For ease ofillustration and clarity, the various physical, electrical, and logicalcouplings and interconnections for these elements and features are notdepicted in FIG. 2. Moreover, it should be appreciated that embodimentsof the computing device 200 will include other elements, modules, andfeatures that cooperate to support the desired functionality. Forsimplicity. FIG. 2 only depicts certain elements that relate to theidentification of flight change options for cost recovery techniquesdescribed in more detail below.

The at least one processor 202 may be implemented or performed with oneor more general purpose processors, a content addressable memory, adigital signal processor, an application specific integrated circuit, afield programmable gate array, any suitable programmable logic device,discrete gate or transistor logic, discrete hardware components, or anycombination designed to perform the functions described here. Inparticular, the at least one processor 202 may be realized as one ormore microprocessors, controllers, microcontrollers, or state machines.Moreover, the at least one processor 202 may be implemented as acombination of computing devices, e.g., a combination of digital signalprocessors and microprocessors, a plurality of microprocessors, one ormore microprocessors in conjunction with a digital signal processorcore, or any other such configuration.

The at least one processor 202 is communicatively coupled to the systemmemory 204. The system memory 204 is configured to store any obtained orgenerated data associated with real-time modeling of a particular flightfor a particular aircraft, associated cost target data and actual costdata, and user-selectable options for changing the flight plan for costsavings and cost recovery purposes, and graphical elements associatedwith real-time modeling and cost savings. The system memory 204 may berealized using any number of devices, components, or modules, asappropriate to the embodiment. Moreover, the computing device 200 couldinclude system memory 204 integrated therein and/or a system memory 204operatively coupled thereto, as appropriate to the particularembodiment. In practice, the system memory 204 could be realized as RAMmemory, flash memory, EPROM memory, EEPROM memory, registers, a harddisk, a removable disk, or any other form of storage medium known in theart. In certain embodiments, the system memory 204 includes a hard disk,which may also be used to support functions of the computing device 200.The system memory 204 can be coupled to the at least one processor 202such that the at least one processor 202 can read information from, andwrite information to, the system memory 204. In the alternative, thesystem memory 204 may be integral to the at least one processor 202. Asan example, the at least one processor 202 and the system memory 204 mayreside in a suitably designed application-specific integrated circuit(ASIC).

The user interface 206 may include or cooperate with various features toallow a user to interact with the computing device 200. Accordingly, theuser interface 206 may include various human-to-machine interfaces,e.g., a keypad, keys, a keyboard, buttons, switches, knobs, a touchpad,a joystick, a pointing device, a virtual writing tablet, a touch screen,a microphone, or any device, component, or function that enables theuser to select options, input information, or otherwise control theoperation of the computing device 200. For example, the user interface206 could be manipulated by an operator to select a presented flightchange option for upload into a Flight Management System (FMS) onboardan aircraft, such that the flight change option might be implemented forcost savings purposes, as described herein. In certain embodiments, theuser interface 206 may include or cooperate with various features toallow a user to interact with the computing device 200 via graphicalelements rendered on a display element (e.g., the display device 216).Accordingly, the user interface 206 may initiate the creation,maintenance, and presentation of a graphical user interface (GUI). Incertain embodiments, the display device 216 implements touch-sensitivetechnology for purposes of interacting with the GUI. Thus, a user canmanipulate the GUI by moving a cursor symbol rendered on the displaydevice 216, or by physically interacting with the display device 216itself for recognition and interpretation, via the user interface 206.

The communication device 208 is suitably configured to transmit signalsfrom the computing device 200, and to receive data transmissions from:one or more remote servers (see reference 110, FIG. 1); one or moreavionics systems onboard an aircraft (see reference 106, FIG. 1); one ormore broadcast transmission sources (see reference 116, FIG. 1); one ormore air traffic control centers and/or ground control operationscenters (see reference 114, FIG. 1); or the like. The communicationdevice 208 may transmit and receive communications over a wireless localarea network (WLAN), the Internet, a satellite uplink/downlink, acellular network, a broadband network, a wide area network, or the like.In some embodiments, the communication device 208 is representative ofthe wired/wireless communication hardware described previously, and isalso representative of an aircraft onboard transponder, such as anAutomatic Dependent Surveillance-Broadcast (ADS-B) device that isconfigured to receive broadcast communications from other aircraft, airtraffic control, a Terminal Information Service-Broadcast (TIS-B) dataprovider, or the like. The communication device 208 is compatible withcommunication protocol described previously (see reference 112, FIG. 1),and may leverage conventional design concepts that need not be describedin detail here.

As described in more detail below, data received by the communicationdevice 208 may include, without limitation: flight plan data, flightplan data, air traffic control broadcast data, terminal area broadcastdata, third-party services data (e.g., weather data, Notices to Airmen(NOTAM) data, historic flight route data, historic aircraft performancedata, airline data management data, flight cost parameter data, costdeviation parameter data, aircraft performance and operationalcapability data, and other data compatible with the computing device200. Data provided by the communication device 208 may include, withoutlimitation: user selections of flight plan change options, air trafficcontrol (ATC) clearance requests, flight crew acknowledgmentcommunications, and the like.

The flight plan modeling module 210 is configured to create a real-timemodel of a particular flight under anticipated conditions. The real-timemodel provides flight data analysis and cost data analysis used todetermine an actual cost of the current flight based on anticipatedconditions (e.g., weather data, NOTAM data), historic route data,historic aircraft parameter data from one or more avionics systemsonboard the aircraft, and historic cost data associated with the routefor the flight. To create and update the real-time model, the flightplan modeling module 210 incorporates cost target data for a particularexecution of the flight, aircraft performance parameters includingaircraft speed modes used during execution of the flight, aircraftflight level changes performed during execution of the flight, tacticalinterventions performed during execution of the flight, weather impactof the execution of the flight, and descent timing deviations occurringduring execution of the flight. The flight plan modeling module 210continuously and dynamically updates the real-time model throughout theflight, in real-time, based on new and updated current aircraftperformance parameters and flight conditions data.

The cost analysis module 212 is configured to continuously monitor thereal-time model (created, updated, and maintained by the flight planmodeling module 210) to obtain an updated actual cost continuouslythroughout execution of the flight. Executing the flight is the aircraftaction of flying from the departure location to a planned arrivallocation. The cost analysis module 212 uses the real-time model toassess flight conditions and aircraft parameters that can change duringthe course of executing the flight, to update the actual cost based onthe changing flight conditions and aircraft parameters, and to use thecontinuously updated actual cost data to determine when the actual costof executing the flight exceeds the predetermined cost target for theflight.

The cost savings prediction module 214 is configured to use thereal-time model (created, updated, and maintained by the flight planmodeling module 210) to identify and present optional changes to theflight plan that, if implemented, would decrease the cost of executingthe flight. The cost analysis prediction module 214 identifies potentialchanges to the flight plan that permit completion of the flight from theoriginal departure location to the original arrival location, andpredicts a cost associated with each of the potential changes, using thereal-time model. The cost associated with each flight plan change optionmay be higher or lower than the originally projected cost target for theflight. A cost target for the flight is a planned and budgeted monetaryprice to fly the aircraft from the departure location to the arrivallocation. In other words, the cost target is the anticipated cost of theflight from an origin point to a destination point. When a first flightplan change option costs less than the original cost target for theflight, then the first flight plan change option indicates a costsavings or a cost recovery. The flight crew may select a flight planchange option that is lower than planned flight costs to lower and/orrecover some of the cost for the flight.

In practice, the flight plan modeling module 210, the cost analysismodule 212, and/or the cost savings prediction module 214 may beimplemented with (or cooperate with) the at least one processor 202 toperform at least some of the functions and operations described in moredetail herein. In this regard, the flight plan modeling module 210, thecost analysis module 212, and/or the cost savings prediction module 214may be realized as suitably written processing logic, applicationprogram code, or the like.

The display device 216 is configured to display various icons, text,and/or graphical elements associated with real-time modeling of a flightand potential modifications to a current flight plan to achieve costsavings or cost recovery for the flight (i.e., flight plan changeoptions). In an exemplary embodiment, the display device 216 iscommunicatively coupled to the user interface 206 and the at least oneprocessor 202. The at least one processor 202, the user interface 206,and the display device 216 are cooperatively configured to display,render, or otherwise convey one or more graphical representations orimages associated with real-time modeling of a flight and flight planchange options on the display device 216, as described in greater detailbelow. In an exemplary embodiment, the display device 216 is realized asan electronic display configured to graphically display real-timemodeling data, cost data, and flight plan change options, as describedherein. In some embodiments, the computing device 200 is an integratedcomputer system onboard an aircraft, and the display device 216 islocated within a cockpit of the aircraft, and is thus implemented as anaircraft display. In other embodiments, the display device 216 isimplemented as a display screen of a standalone, personal computingdevice (e.g., laptop computer, tablet computer). It will be appreciatedthat although the display device 216 may be implemented using a singledisplay, certain embodiments may use additional displays (i.e., aplurality of displays) to accomplish the functionality of the displaydevice 216 described herein.

FIG. 3 is a diagram of a plot 300 that illustrates a model for projectedcost deviations for a particular flight from an origin location to adestination location. The plot 300 illustrates the effect thatinconsistencies in, and changes to, aircraft performance parameters andexternal flight conditions on multiple executions of the same flight,when cost savings and cost recovery are not considered or accommodatedduring an execution of the flight. In the scenario of FIG. 3, anaircraft 320 executing the particular flight from the origin 306 to thedestination 308 lacks a cost target for the flight, cost deviation andcost adherence information for the flight, historic data associated withperformance of the flight route with respect to potential delays, androute profitability data for the sector during flight. The lack of costtarget data, cost deviation data, cost adherence data, historicperformance data, and route profitability data causes the aircraft 320to continue a cost-deviated flight until landing at the planneddestination 308 location.

The plot 300 is a graph of a cost 302 for a flight between an origin 306and a destination 308 of a flight sector 304. The plot 300 depicts: acost effective sector 310, according to historic flight performance dataand historic cost data for the flight (e.g., a flight operationalrecord); a cost deviated flight executed on a first day 312; a costdeviated flight executed on a subsequent day 314; a cost deviated flightexecuted on Day N 316; and a cost deviated flight executed on Day (N+1)318.

As shown, the cost effective sector 310 describes an execution of theflight according to a cost target, as defined by historic cost data forprevious executions of the flight, found in a flight operational record.Here, the cost effective sector 310 is a plot of the cost 302 of theflight when the flight is executed in an ideal, cost effective manner.The cost effective sector 310 is the cost target for the flight betweenan origin 306 and a destination 308 of a flight sector 304. The costdeviated flight executed on a first day 312 is a plot of the cost 302 ofthe flight when the flight is executed on a first day, without access tothe previously described cost data (e.g., cost target data, costdeviation data, cost adherence data, historic performance data, flightroute profitability data). During certain segments of the cost deviatedflight executed on a first day 312, the cost deviated flight adheres tothe cost effective sector 310 by maintaining the same cost 302 as thecost effective sector 302 during that particular segment of the costdeviated flight executed on a first day 312. However, during othersegments of the cost deviated flight executed on a first day 312, thecost deviated flight deviates from the cost effective sector 310 whenthe cost 302 is higher or lower than the cost effective sector 302 forthe same particular segment of the cost deviated flight executed on afirst day 312. Thus, the cost deviated flight executed on a first day312, as shown, presents both cost adherences to, and cost deviationsfrom, the cost target defined by the cost effective sector 310. The costdeviated flight executed on a subsequent day 314 is a plot of the cost302 of the flight when the flight is executed on a day subsequent to thefirst day (see reference 312). The cost deviated flight executed on DayN 316 is a plot of the cost 302 of the flight when the flight isexecuted on another day subsequent to the first two modeled flight costs(e.g., the a cost deviated flight executed on a first day 312 and thecost deviated flight executed on a subsequent day 314). Similar to thecost deviated flight executed on a first day 312, the cost deviatedflight executed on a subsequent day 314 and the cost deviated flightexecuted on Day N 316, as shown, present cost adherences to, and costdeviations from, the cost target defined by the cost effective sector310.

As illustrated in the plot 300 of FIG. 3, the flight crew onboard theaircraft 320 does not have access to the cost data, and the flight crewis therefore unable to make decisions to modify, operations of theaircraft 320 to achieve a lower actual cost for the flight, and thus tobring the cost of any of the cost deviated flights 312, 314, 316, 318closer to the cost target illustrated by the cost effective sector 310.As shown, the cost deviated flight executed on a first day 312 includessmall deviations in cost 302 from the cost effective sector 310; thecost deviated flight executed on a subsequent day 314 includesdeviations in cost 302 that exceed the deviations in cost 302 of thecost deviated flight executed on a first day 312; the cost deviatedflight executed on Day N 316 includes deviations in cost 302 that exceedthe deviations in cost 302 of the cost deviated flight executed on afirst day 312 and of the cost deviated flight executed on a subsequentday 314; and the cost deviated flight executed on Day (N+1) 318 is aplot of the cost 302 of the flight when the flight is executed when costparameters deviate the most from the cost target (e.g., the costeffective sector 310).

In the scenario illustrated in FIG. 3, the aircraft 320 is flying (i.e.,executing) the cost deviated flight executed on a subsequent day 314.Without access to cost target data, cost deviation data, historicperformance data, or route profitability data, the flight crew of theaircraft 320 is unaware of how to execute the flight in a cost effectiveway, over the same sector for which the flight was previously executedin a cost effective way (e.g., the cost effective sector 310). When theflight crew does not have knowledge of “sector performance” duringexecution of the flight, it is difficult for the flight crew to modifyperformance and operational capabilities of the aircraft to achieve costsavings and/or cost recovery. It is thus critical that flight crews aremade aware of cost saving potential, and provided a mechanism to detectcost parameter changes and evaluate savings and cost recovery optionsfor a current execution of the flight. When the flight crew is aware ofthe aforementioned parameters, the flight crew can better manage fuelconsumption, emission targets, and cost targets during operations, andairlines can better manage maximizing airline route profitability.

FIG. 4 is a flow chart that illustrates an embodiment of a process 400for providing cost data for a flight associated with a flight plan, by acomputing device onboard an aircraft, in accordance with the disclosedembodiments. First, the process 400 obtains cost target data for thefirst execution of the flight, wherein the cost target data includes apredetermined cost index for the flight (using the current flight plan)under anticipated conditions (step 402). The flight is an aircraft-basedtrip from an origin or departure location to a destination location, andthe flight plan indicates a planned route or flight path of theaircraft, and generally includes: departure and arrival location points,an estimated time en route between the departure and arrival locationpoints, alternate stopover and/or arrival airports in case of badweather, a type of flight (e.g., instrument flight rules (IFR), visualflight rules (VFR)), pilot data, number of people onboard the aircraft,and aircraft data. Cost target data includes the anticipated cost of theflight from the origin point (i.e., departure location) to a destinationpoint (i.e., arrival location). The anticipated cost of the flight(i.e., the predetermined cost index) is based on historical flightperformance data, and was described previously with regard to FIG. 3,reference 310. Anticipated conditions affecting a projected cost of aflight may include weather conditions, wind conditions, pressureconditions, a physical condition of the aircraft, anticipated totalaircraft weight, and any other quantifiable condition affecting flightperformance of the aircraft and, as a result, affecting the cost ofexecuting a particular flight.

The process 400 then obtains real-time aircraft performance parametersaffecting the actual cost of the flight, using continuous monitoringduring the flight (step 404). The real-time aircraft performanceparameters may include, without limitation: aircraft speed modes usedduring the first execution, aircraft flight level changes implementedduring the first execution, tactical interventions performed during thefirst execution, weather impact for the first execution, descent timingdeviations during the first execution, and/or any other factor,parameter, or condition occurring internally to the aircraft orexternally to the aircraft, which may affect an actual cost of executingthe flight.

The process 400 also determines an actual cost of the first execution ofthe flight, based on the real-time aircraft performance parametersaffecting the actual cost (step 406). An actual cost for a flight is acontinuously updated measure of the monetary requirements to execute theflight. The actual cost varies based on aircraft performance parameters,and is continuously updated during flight, based on the real-time model.After determining the actual cost of the first execution of the flight(step 406), the process 400 identifies flight plan change optionsassociated with a potential cost savings over the actual cost (step408), and presents the flight plan change options onboard the aircraft(step 410), such that the flight crew is aware of the identifiedpotential flight plan change options. One suitable methodology foridentifying flight plan change options (step 408) is described belowwith reference to FIG. 6, and one suitable methodology for presentingthe flight plan change options (step 410) is described below withreference to FIG. 8. Here, the process 400 the actual flight costsincurred thus far during the flight trigger an analysis of the flightplan and the identification of potential modifications to the flightplan to prevent incurring, and therefore save, at least a portion of theidentified actual cost. In other words, the flight plan change options(i.e., the modifications to the flight plan) cost less than the actualcost of executing the current flight plan as-is and without changes.Flight cost savings options are ways to avoid incurring some of theactual cost of the flight by modifying the current flight plan toincorporate lower-cost alternative options to continue the flight fromthe original departure location to the original arrival location.

The process 400 presents the flight plan change options onboard theaircraft (step 410) to elicit user input selections of one of the flightplan change options for implementation onboard the aircraft to alter thecurrent flight. When the process 400 does not receive a user inputselection of one of the flight plan change options (the “No” branch of412), then the process 400 continues to use a current flight plan andmaintain current operation of avionics systems onboard the aircraft(step 414). Here, the process 400 determines that the user did notprovide a user selection to modify the current flight plan, and thus,the user prefers to continue use of the current flight plan for thisparticular flight.

When the process 400 receives a user input selection of one of theflight plan change options (the “Yes” branch of 412), then the process400 adapts operation of one or more avionics systems onboard theaircraft, based on the one of the flight plan change options (step 416)that has been selected by the user. Here, one of the flight plan changeoptions is designated for implementation, via a user input selection.However, in some embodiments (not shown), the one of the flight planoptions is designated for implementation via an automatic analysis andselection performed by the process 400. For example, the process 400 mayidentify and select the lowest-cost option of a plurality of flight planchange options. As another example, the process 400 may identify andselect a flight plan change option that includes the lowest quantity ofrequired pilot actions. As a third example, the process 400 mayautomatically select a flight plan change option associated with a costthat is lower than a predefined threshold, or associated with a costsavings or cost recovery amount that is above a predefined threshold. Inother embodiments, the process 400 may present a plurality of flightplan change options meeting predefined cost criteria, receive a userinput selection of one of the flight plan change options, and adaptoperation of one or more avionics systems onboard the aircraft toaccommodate the user input selection.

After the user-selected flight plan change option is received (the “Yes”branch of 412) or the one of the flight plan options is designated forimplementation via an automatic analysis and selection performed by theprocess 400, the process 400 adapts the one or more avionics systems(step 416) to accommodate the applicable flight plan change option byimplementing the flight change option. At minimum, the process 400provides the flight plan change option to a Flight Management System(FMS) onboard the aircraft, such that the FMS can modify the flight planand communicate appropriate parameters and settings to other avionicssystems, to accommodate the applicable flight plan change option. Here,the process 400 uploads the one of the flight plan change options into aFlight Management System (FMS) onboard the aircraft, to change theflight plan; changes the flight plan based on the one of the flight planchange options, via the FMS, to create a changed flight plan; andgenerates a lateral trajectory and a vertical trajectory for the changedflight plan, via the FMS, wherein adapting the operation of the one ormore avionics systems comprises changing the flight plan and generatingthe lateral trajectory and the vertical trajectory.

Certain embodiments of the process 400 are applicable to a subset ofcost savings options applicable to cost recovery for the flight. In thisscenario, the process 400 determines whether the actual cost of a firstexecution of the flight exceeds a cost target for the flight. The actualcost of the first execution of the flight is a real-time measurement ofthe cost of the flight, which is dynamically adjusted in real-time toreflect a current, updated, and therefore accurate, actual cost of theflight. The cost target, in contrast, is the predetermined and plannedassertion of a likely cost of the flight from the origin location to thedestination location. The cost target is a goal or objective for theflight crew to attempt to achieve, in an effort to keep flight costswithin reasonable limits. Thus, when the process 400 determines that theactual cost of a first execution of the flight does not exceed the costtarget, the process 400 continues to use a current flight plan andmaintain current operation of avionics systems onboard the aircraft (asin step 414). Here, the process 400 determines that the actual flightcosts incurred thus far during the flight are within an acceptable costrange for this particular flight. However, when the process 400determines that the actual cost of a first execution of the flightexceeds a cost target, then the process 400 identifies the flight planchange options (step 408) to not only provide a cost savings over theactual cost of the flight, but also to potentially recover a costdifference between the cost target and the actual cost, and thenpresents the flight plan change options onboard the aircraft (step 410),such that the flight crew is aware of the identified potential flightplan change options for cost recovery purposes. Here, the process 400determines that the actual flight costs incurred thus far during theflight are greater than an acceptable cost range for this particularflight, triggering an analysis of the flight plan and the identificationof potential modifications to the flight plan to recover at least aportion of the identified actual cost. In other words, the flight planchange options (i.e., the modifications to the flight plan) cost lessthan the actual cost of executing the current flight plan as-is andwithout changes. Flight cost recovery is a way to recoup some of theactual cost of the flight by modifying the current flight plan toincorporate lower-cost alternative options to continue the flight fromthe original departure location to the original arrival location.

FIG. 5 is a flow chart that illustrates an embodiment of a process 500for creating a real-time model of a flight for actual cost analysis, inaccordance with the disclosed embodiments. It should be appreciated thatthe process 500 described in FIG. 5 represents one embodiment of step702 described below in the discussion of FIG. 7, including additionaldetail. It should also be noted that the process 500 is relevant to thedescription of step 602 described below in the discussion of FIG. 6, andincludes additional relevant detail. First, the process 500 obtainshistorical cost performance data for the flight and a predetermined costindex for the first execution of the flight under anticipated conditions(step 502). The flight is an aircraft-based trip from an origin ordeparture location to a destination or arrival location, and historicalcost performance data includes cost data for a plurality of executionsof the flight from the origin to the destination. Cost target dataincludes the anticipated cost of the flight from the origin point (i.e.,departure location) to a destination point (i.e., arrival location). Theanticipated cost of the flight (i.e., the predetermined cost index) isbased on the historical flight performance data, and was describedpreviously with regard to FIG. 3, reference 310. Anticipated conditionsaffecting a projected cost of a flight may include weather conditions,wind conditions, pressure conditions, a physical condition of theaircraft, anticipated total aircraft weight, and any other quantifiablecondition affecting flight performance of the aircraft and, as a result,affecting the cost of executing a particular flight.

The process 500 also obtains real-time aircraft performance parametersaffecting the actual cost of the first execution of the flight, usingcontinuous monitoring during the first execution of the flight (step504). The real-time aircraft performance parameters may include, withoutlimitation: aircraft speed modes used during the first execution,aircraft flight level changes implemented during the first execution,tactical interventions performed during the first execution, weatherimpact for the first execution, descent timing deviations during thefirst execution, and/or any other factor, parameter, or conditionoccurring internally to the aircraft or externally to the aircraft,which may affect an actual cost of executing the flight.

The process 500 then creates the real-time model based on the historiccost performance data, the predetermined cost index, and the real-timeaircraft performance parameters (step 506). Here, the process 500 buildsa software representation of the flight and provides the built softwarerepresentation of the flight with input data including historic costperformance data and real-time aircraft performance parameters. Thehistoric cost performance data includes applicable historic aircraftperformance parameters and conditions of the flight, which generated thehistoric cost data. The process 500 analyzes the input historic aircraftcost performance parameters and the resulting actual cost of thehistorical flights. The process 500 also analyzes the input currentreal-time aircraft performance parameters and current real-time flightconditions for the current flight, and uses the historic aircraftparameters, historic flight conditions, and the resulting historicflight costs, to intelligently predict anticipated costs for the currentflight. The real-time model may be implemented using well-known andcommonly used techniques that need not be described here. It should beappreciated that the real-time model may be implemented using anyappropriate computer software-based model for aircraft performance andflight cost data modeling and prediction, including but not limited tomathematical models, logical modeling, statistical modeling, or thelike. Further, the real-time model may be stored, maintained, executed,and dynamically updated in real-time by an aircraft-integrated avionicsdevice or a personal computing device (see reference 102 of FIG. 1;reference 200 of FIG. 2) via an Electronic Flight Bag (EFB) application.

The process 500 also updates the real-time model based on the historiccost performance data, the predetermined cost index, and continuouslyupdated real-time aircraft performance parameters (step 508). Hereagain, the historic cost performance data includes historic aircraftperformance parameters and conditions, historic flight conditions, andhistoric costs that resulted from the historic aircraft performanceparameters, historic aircraft conditions, and historic flightconditions. The predetermined cost index is the cost target for thecurrent flight that has been predetermined for anticipated conditions ofthe flight, the particular type of aircraft, and the details of theflight plan. The aircraft performance parameters are continuouslymonitored during execution of the flight, and the software model is alsocontinuously updated using the updated aircraft performance parameterdata. Thus, the process 500 continuously generates and maintains acurrent, updated version of the software model for the flight, such thatthe current, updated version can be used to forecast a continuouslyupdated predicted cost to complete the flight according to the currentflight plan that is in use.

FIG. 6 is a flow chart that illustrates an embodiment of a process 600for identifying flight plan change options for cost savings, inaccordance with the disclosed embodiments. It should be appreciated thatthe process 600 described in FIG. 6 represents one embodiment of step408 described above in the discussion of FIG. 4, including additionaldetail. First, the process 600 determines an actual cost of operation ofthe aircraft for the flight based on a real-time model of the flight(using details provided by the current flight plan) that is created andupdated continuously and dynamically during the first execution of theflight (step 602). One suitable methodology for creating and updating areal-time model of the flight is described above with reference to FIG.5. Here, the process 600 uses actual aircraft parameter data and actualaircraft conditions data for the current flight to compute the actualcost associated with performing the portions, segments, or subsets ofthe flight that have already been completed. In other words, the process600 identifies a monetary value that has already been spent to executethe completed part of the flight.

During flight, the process 600 identifies existing deviations of theactual cost from the cost target for the first execution of the flight,based on the real-time model (step 604), and identifies existingadherences of the actual cost to the cost target for the first executionof the flight, based on the real-time model (step 606). As describedherein, the process 600 uses the continuously updated software model tocontinuously monitor the actual cost of completed portions of theflight. Each completed part has an associated cost that has already been“spent” during completion of that particular part. Each completed partis also associated with a cost target, which is the anticipated cost ofthe flight from a beginning point to an ending point of the completedpart. The cost target is generally a predetermined and realisticanticipated value that is based on historic cost data and current flightconditions. The cost target may be a cost estimate that is used as agoal or objective to be achieved during execution of the flight, inorder to keep the flight costs within an acceptable range of costs forthe flight. Here, when the actual cost for the completed part of theflight exceeds a cost target for the completed part of the flight ormaintains cost values less than the cost target for the completed partof the flight, according to the continuously updated model, then theprocess 600 identifies a deviation from the cost target. The deviationfrom the cost target may be indicated by actual cost values greater thanor less than the cost target. Additionally, when the actual cost for thecompleted part of the flight meets, maintains, coincides, matches, orotherwise corresponds to the cost target for the completed part of theflight, according to the continuously updated model, then the process600 identifies an adherence to the cost target. The adherence to thetarget is identified for the duration of the actual cost trajectory thatmatches or corresponds to the cost target.

Also during the flight, the process 600 forecasts potential deviationsof the actual cost from the cost target for the first execution of theflight, based on the real-time model (step 608) and forecasts potentialadherences of the actual cost to the cost target for the first executionof the flight (step 610). Similar to the procedure described in steps604 and 606, the process 600 uses the continuously updated model topredict the actual cost of completing a remainder of the flightaccording to the current flight plan and under current conditions (e.g.,current aircraft performance parameters, current aircraft conditions,current flight conditions). Here, the process 600 predicts actual costsfor future parts of the planned flight that have not yet been completed,and compares the predicted actual costs to cost targets applicable tothe parts that have not yet been completed, to determine whether thecurrent execution of the flight is on track to achieve the cost targets.When the predicted cost of future parts of the flight that have not yetbeen flown during the execution of the flight are greater than or lessthan the cost target for the future parts of the flight, then theprocess 600 forecasts a deviation for that particular part of theflight. A cost deviation is any predicted actual cost outside of anacceptable range of flight costs (as defined by the cost target)associated with an entire execution of a flight, or associated with asubset or part of the planned execution of the flight (step 608).Additionally, when the predicted cost of future parts of the flight thathave not yet been flown during the execution of the flight match orcoincide with the cost target for the future parts of the flight, thenthe process 600 forecasts an adherence for that particular part of theflight (step 610).

The process 600 also identifies cost savings options for the existingdeviations, the existing adherences, the potential deviations, and thepotential adherences, as the first execution of the flight progresses,wherein the flight plan change options comprise the cost savings options(step 612). As described previously, the process 600 predicts costdeviations and cost adherences from known actual costs of completedparts of the flight that is currently in progress, and from predictedactual costs of future, not yet completed parts of the flight that iscurrently in progress, wherein the cost deviations exceed or maintainsactual cost values less than cost targets for corresponding parts of theflight, and wherein the cost adherences match, overlap, or otherwisecoincide with cost targets for corresponding parts of the flight. Costrecovery options include potential modifications to the flight plan toreduce the predicted actual costs for the future, not yet completedparts of the flight, in order to retain, save, or avoid incurring someof the actual costs that exceeded cost targets for completed parts ofthe flight. In other words, early parts of the flight cost more toexecute than planned or predicted via the cost targets, and later partsof the flight can be changed in order to cost less. Thus, using thisstrategy, the process 600 can reduce an actual cost for the entireflight, to keep the actual cost for the entire flight within a costtarget for the entire flight.

FIG. 7 is a flow chart that illustrates an embodiment of a process 700for using a closed-loop mechanism to update a real-time model of aflight, in accordance with the disclosed embodiments. First, the process700 creates a real-time model of a flight using real-time aircraftperformance parameters and cost target data including a predeterminedcost index for a first execution of the flight under anticipatedconditions (step 702). One exemplary embodiment for creating a real-timemodel of a flight for actual cost analysis is described previously withregard to FIG. 5, including additional detail. An exemplary embodimentfor creating and updating the real-time model is also describedpreviously with regard to FIG. 6, including additional detail. Theembodiments described with regard to FIGS. 5-6 are applicable forpurposes of the process 700. The process 700 then determines an actualcost of the first execution of the flight, based on the real-time model(step 704). Exemplary embodiments for determining the actual cost usingthe real-time model are also described previously with regard to FIGS. 4and 6, including additional detail, and the embodiments described withregards to FIGS. 4 and 6 are applicable for purposes of the process 700.

The process 700 then determines a second cost target for a secondexecution of the flight based on the real-time model for the flight,anticipated conditions for the second execution of the flight, theactual cost of the first execution of the flight, and continuouslyupdated aircraft performance parameters, using a closed-loop mechanism(step 706). Here, the process 700 has already performed an analysis todetermine costs associated with a first execution of a flight, comparedthe actual cost of the first execution to one or more cost targets forthe first execution of the flight, provided cost savings options (i.e.,flight plan change options) to retain, save, or avoid incurring some ofthe actual costs of the flight, and adapted the operations of avionicssystems onboard the aircraft to accommodate an applicable cost savingsoption (see FIG. 4, process 400). Step 706 is performed after theprocess 400 of FIG. 4, and is used to perform analysis associated with asecond intended execution for the same flight that begins at the sameorigin location and ends at the same destination location. The actualcost data and other actual parameter data, actual aircraft conditiondata, and actual flight condition data associated with the firstexecution of the flight has been used to update the software model fordetermining predicted costs and applicable cost savings and/or costrecovery options for the flight, as described with regard to FIG. 4.Thus, the software model includes updated historical data for theflight, and can be used to analyze the flight using updated data forpurposes of making the most accurate and up-to-date predictionspossible.

The second cost target is determined by the process 700 using thehistorical cost data of the real-time model. The second cost target mayinclude an overall cost target that is associated with execution of theentire flight from origin to destination, or may include more than onecost target associated with subsets or parts of the flight. The process700 uses a closed-loop feedback mechanism to generate predictions forsubsequent executions of a particular flight. The closed-loop mechanismis a software-based feedback loop, wherein the output of the system(e.g., the software model) is “fed back” into the system and used as aninput value to the system. As described herein, the software model iscreated and updated using historical cost performance data, and the“output” of the software model is the historical cost performance datagenerated and obtained during the first execution of the flight. Here,the process 700 determines one or more applicable cost targets for thesecond execution of the flight, using the feedback data (e.g., thehistorical cost performance data) that was previously generated duringthe first execution of the flight.

The process 700 then uses the second cost target to adapt operation ofthe one or more avionics systems onboard the aircraft during the secondflight (step 708). During the second execution of the flight, theprocess 700 continuously and dynamically updates the software modelusing real-time aircraft performance parameters, in the same mannerdescribed with regard to process 500 of FIG. 5. The continuously updatedsoftware model is used to continuously update the actual cost of thesecond execution of the flight, which is compared to the determined costtarget to identify cost deviations and cost adherences.

As described previously with regard to FIG. 4, cost savings options(i.e., flight plan change options, modifications to the flight plan) arealso identified for purposes of saving some of the actual costs of theflight. Here, the process 700 uses the second cost target to performanalysis during the second execution of the flight, and adapts operationof the aircraft onboard avionics for any identified cost savingsoptions. Additionally, as described previously with regard to FIG. 4,when cost deviations are identified, cost recovery options (i.e., flightplan change options, modifications to the flight plan) are alsoidentified for purposes of recouping the monetary loss associated withthe cost deviations. Here, the process 700 uses the second cost targetto perform analysis during the second execution of the flight, andadapts operation of the aircraft onboard avionics for any identifiedcost recovery options.

FIG. 8 is a flow chart that illustrates an embodiment of a process 800for presenting flight plan change options onboard the aircraft, inaccordance with the disclosed embodiments. It should be appreciated thatthe process 800 described in FIG. 8 represents one embodiment of step410 described above in the discussion of FIG. 4, including additionaldetail. First, the process 800 calculates cost recovery amountscorresponding to the identified flight plan change options (step 802).As described herein, each of the flight plan change options is amodification to the flight plan that maintains the integrity of theflight by continuing progression of the flight from the originaldeparture location to the originally-planned arrival location. Flightplan change options are identified in an effort to reduce the actualcost of executing the flight, and each flight plan change option isassociated with a cost savings amount and/or a cost recovery amount. Thecost savings amount is a monetary amount that can be saved by modifyingthe current flight plan to include the modification described by theflight plan change option. A cost recovery amount is a cost savingsamount that is used to recoup some of the actual costs of the flightwhen the actual cost exceeds the predetermined cost targets for theflight. Thus, a cost savings is any monetary amount that can be saved,retained, or otherwise not incurred during the course of the flight. Inother words, a cost savings amount is any cost reduction in the actualcost of the flight. A cost recovery amount is a particular type of costsavings amount obtained for purposes of recovering a monetary amountexceeding the cost target and that has already been spent during thecourse of the flight. In the case of cost recovery, the flight hasbecome too expensive and the flight plan must be changed (using a flightplan change option) to recoup some of the already-spent monetary amount.

The process 800 presents graphical elements and text associated with theflight plan change options and the cost savings amounts (step 804).Here, the process 800 displays the available flight plan change optionsand corresponding cost savings amounts to inform the flight crew of theoptions to potentially reduce costs by changing the flight plan. Theinformation for the flight crew includes context provided by includingthe cost savings amounts, such that the flight crew may choose how muchcost savings the flight crew would prefer to obtain, by selecting aflight plan change option associated with the flight crew's preferredcost savings amount. The process 800 then receives a user inputselection of the graphical elements and text associated with one of theflight plan change options (step 806) that has been selected by theflight crew, and adapts operation of the one or more avionics systems inresponse to the user input selection (step 808), as described previouslywith regard to step 416 of FIG. 4.

The various tasks performed in connection with processes 400-800 may beperformed by software, hardware, firmware, or any combination thereof.For illustrative purposes, the preceding descriptions of processes400-800 may refer to elements mentioned above in connection with FIGS.1-3. In practice, portions of processes 400-800 may be performed bydifferent elements of the described system. It should be appreciatedthat processes 400-800 may include any number of additional oralternative tasks, the tasks shown in FIGS. 4-8 need not be performed inthe illustrated order, and processes 400-800 may be incorporated into amore comprehensive procedure or process having additional functionalitynot described in detail herein. Moreover, one or more of the tasks shownin FIGS. 4-8 could be omitted from embodiments of the processes 400-800as long as the intended overall functionality remains intact.

Techniques and technologies may be described herein in terms offunctional and/or logical block components, and with reference tosymbolic representations of operations, processing tasks, and functionsthat may be performed by various computing components or devices. Suchoperations, tasks, and functions are sometimes referred to as beingcomputer-executed, computerized, software-implemented, orcomputer-implemented. In practice, one or more processor devices cancarry out the described operations, tasks, and functions by manipulatingelectrical signals representing data bits at memory locations in thesystem memory, as well as other processing of signals. The memorylocations where data bits are maintained are physical locations thathave particular electrical, magnetic, optical, or organic propertiescorresponding to the data bits. It should be appreciated that thevarious block components shown in the figures may be realized by anynumber of hardware, software, and/or firmware components configured toperform the specified functions. For example, an embodiment of a systemor a component may employ various integrated circuit components, e.g.,memory elements, digital signal processing elements, logic elements,look-up tables, or the like, which may carry out a variety of functionsunder the control of one or more microprocessors or other controldevices.

When implemented in software or firmware, various elements of thesystems described herein are essentially the code segments orinstructions that perform the various tasks. The program or codesegments can be stored in a processor-readable medium or transmitted bya computer data signal embodied in a carrier wave over a transmissionmedium or communication path. The “computer-readable medium”,“processor-readable medium”, or “machine-readable medium” may includeany medium that can store or transfer information. Examples of theprocessor-readable medium include an electronic circuit, a semiconductormemory device, a ROM, a flash memory, an erasable ROM (EROM), a floppydiskette, a CD-ROM, an optical disk, a hard disk, a fiber optic medium,a radio frequency (RF) link, or the like. The computer data signal mayinclude any signal that can propagate over a transmission medium such aselectronic network channels, optical fibers, air, electromagnetic paths,or RF links. The code segments may be downloaded via computer networkssuch as the Internet, an intranet, a LAN, or the like.

The following description refers to elements or nodes or features being“connected” or “coupled” together. As used herein, unless expresslystated otherwise, “coupled” means that one element/node/feature isdirectly or indirectly joined to (or directly or indirectly communicateswith) another element/node/feature, and not necessarily mechanically.Likewise, unless expressly stated otherwise, “connected” means that oneelement/node/feature is directly joined to (or directly communicateswith) another element/node/feature, and not necessarily mechanically.Thus, although the schematic shown in FIG. 2 depicts one exemplaryarrangement of elements, additional intervening elements, devices,features, or components may be present in an embodiment of the depictedsubject matter.

For the sake of brevity, conventional techniques related to signalprocessing, data transmission, signaling, network control, and otherfunctional aspects of the systems (and the individual operatingcomponents of the systems) may not be described in detail herein.Furthermore, the connecting lines shown in the various figures containedherein are intended to represent exemplary functional relationshipsand/or physical couplings between the various elements. It should benoted that many alternative or additional functional relationships orphysical connections may be present in an embodiment of the subjectmatter.

Some of the functional units described in this specification have beenreferred to as “modules” in order to more particularly emphasize theirimplementation independence. For example, functionality referred toherein as a module may be implemented wholly, or partially, as ahardware circuit comprising custom VLSI circuits or gate arrays,off-the-shelf semiconductors such as logic chips, transistors, or otherdiscrete components. A module may also be implemented in programmablehardware devices such as field programmable gate arrays, programmablearray logic, programmable logic devices, or the like. Modules may alsobe implemented in software for execution by various types of processors.An identified module of executable code may, for instance, comprise oneor more physical or logical modules of computer instructions that may,for instance, be organized as an object, procedure, or function.Nevertheless, the executables of an identified module need not bephysically located together, but may comprise disparate instructionsstored in different locations that, when joined logically together,comprise the module and achieve the stated purpose for the module.Indeed, a module of executable code may be a single instruction, or manyinstructions, and may even be distributed over several different codesegments, among different programs, and across several memory devices.Similarly, operational data may be embodied in any suitable form andorganized within any suitable type of data structure. The operationaldata may be collected as a single data set, or may be distributed overdifferent locations including over different storage devices, and mayexist, at least partially, merely as electronic signals on a system ornetwork.

While at least one exemplary embodiment has been presented in theforegoing detailed description, it should be appreciated that a vastnumber of variations exist. It should also be appreciated that theexemplary embodiment or embodiments described herein are not intended tolimit the scope, applicability, or configuration of the claimed subjectmatter in any way. Rather, the foregoing detailed description willprovide those skilled in the art with a convenient road map forimplementing the described embodiment or embodiments. It should beunderstood that various changes can be made in the function andarrangement of elements without departing from the scope defined by theclaims, which includes known equivalents and foreseeable equivalents atthe time of filing this patent application.

1-20. (canceled)
 21. A system, comprising: a memory; at least oneprocessor communicatively coupled to the memory, the at least oneprocessor configured to: determine an actual cost of operation of anaircraft for a flight associated with a flight plan based on at leastone aircraft performance parameter monitored during a course of aflight, wherein the at least one aircraft performance parameter affectsthe actual cost for a completed portion of the flight; identify at leastone of: a current deviation and a current adherence of the actual costfrom a target cost for the flight; forecast at least one of: a futuredeviation and a future adherence of the actual cost from the target costbased on at least one of: the current deviation and the currentadherence identified for the flight; determine a plurality of options tochange the flight plan, wherein the plurality of options are associatedwith cost savings for the at least one of the current deviation and thecurrent adherence and for the at least one of the future deviation andthe future adherence the flight progresses, wherein the plurality ofoptions to change the flight plan include potential modifications to theflight plan to complete the flight; and generate instructions to adaptoperation of one or more avionics systems onboard the aircraft, based onone of the plurality of options to change the flight plan.
 22. Thesystem of claim 21, wherein the at least one processor is furtherconfigured to: continuously monitor the at least one aircraftperformance parameter for completed portions of the flight; and updatethe actual cost based on the monitored at least one aircraft performanceparameter for the completed portions of the flight.
 23. The system ofclaim 21, wherein the target cost is a predetermined anticipated valuebased on historic cost data and current flight conditions.
 24. Thesystem of claim 21, wherein the current deviations are identified basedon at least one of: the actual cost being greater than or less than thetarget cost or the actual cost being outside of a predetermined range ofthe target cost.
 25. The system of claim 21, wherein the at least oneprocessor is further configured to: display the plurality of options tochange the flight plan on a user interface onboard the aircraft; receivea selection, through the user interface, of one of the plurality ofoptions to change the flight plan; and transmit the selection of the oneof the plurality of options to change the flight plan to one or moreavionics systems onboard the aircraft.
 26. The system of claim 21,wherein the current adherences are identified based on the actual costsubstantially matching the target cost.
 27. The system of claim 21,wherein the future deviations and future adherences of the actual costfrom the cost target are forecasted based on the actual cost ofcompleting a remainder of the flight under current conditions.
 28. Thesystem of claim 21, wherein the cost savings include at least one of:potential modifications to the flight plan to reduce the actual cost forthe future portions of the flight plan or potential modifications to theflight plan such that the actual cost is within the target cost for theflight.
 29. The system of claim 21, wherein the at least one aircraftperformance parameter includes at least one of aircraft speed modes usedduring the flight, aircraft flight level chanaes implemented during theflight, tactical interventions performed during the flight, weatherimpact for the flight, or descent timing deviations during the flight.30. A method, comprising: determining an actual cost of operation of anaircraft for a flight associated with a flight plan based on at leastone aircraft performance parameter monitored during a course of aflight, wherein the at least one aircraft performance parameter affectsthe actual cost for a completed portion of the flight; identifying atleast one of: a current deviation and a current adherence of the actualcost from a target cost for the flight; forecasting at least one of: afuture deviation and a future adherence of the actual cost from thetarget cost based on at least one of: the current deviation and thecurrent adherence identified for the flight; determining a plurality ofoptions to change the flight plan, wherein the plurality of options areassociated with cost savings for the at least one of the currentdeviation and the current adherence and for the at least one of thefuture deviation and the future adherence the flight progresses, whereinthe plurality of options to change the flight plan include potentialmodifications to the flight plan to complete the flight; and generatinginstructions to adapt operation of one or more avionics systems onboardthe aircraft, based on one of the plurality of options to change theflight plan.
 31. The method of claim 30, further comprising:continuously monitoring the at least one aircraft performance parameterfor completed portions of the flight; and updating the actual cost basedon the monitored at least one aircraft performance parameter for thecompleted portions of the flight.
 32. The method of claim 30, whereinthe target cost is a predetermined anticipated value based on historiccost data and current flight conditions.
 33. The method of claim 30,wherein the current deviations are identified based on at least one of:the actual cost being greater than or less than the target cost or theactual cost being outside of a predetermined range of the target cost.34. The method of claim 30, further comprising: displaying the pluralityof options to change the flight plan on a user interface onboard theaircraft; receiving a selection, through the user interface, of one ofthe plurality of options to change the flight plan; and transmitting theselection of the one of the plurality of options to change the flightplan to one or more avionics systems onboard the aircraft.
 35. Themethod of claim 30, wherein the current adherences are identified basedon the actual cost substantially matching the target cost.
 36. Themethod of claim 30, wherein the future deviations and future adherencesof the actual cost from the cost target are forecasted based on theactual cost of completing a remainder of the flight under currentconditions.
 37. The method of claim 30, wherein the cost savings includeat least one of: potential modifications to the flight plan to reducethe actual cost for the future portions of the flight plan or potentialmodifications to the flight plan such that the actual cost is within thetarget cost for the flight.
 38. The method of claim 30, wherein the atleast one aircraft performance parameter includes at least one ofaircraft speed modes used during the flight, aircraft flight levelchanges implemented during the flight, tactical interventions performedduring the flight, weather impact for the flight, or descent timingdeviations during the flight.
 39. A system, comprising: a memory; atleast one processor communicatively coupled to the memory, the at leastone processor configured to: determine an actual cost of operation of anaircraft for a flight associated with a flight plan based on at leastone aircraft performance parameter monitored during a course of aflight, wherein the at least one aircraft performance parameter affectsthe actual cost for a completed portion of the flight; identify at leastone of: a current deviation and a current adherence of the actual costfrom a target cost for the flight, the current deviation being based onthe actual cost being outside of a predetermined range of the targetcost and the current adherence being based on the actual costsubstantially matching the target cost, wherein the target cost is apredetermined anticipated value based on historic cost data and currentflight conditions; forecast at least one of: a future deviation and afuture adherence of the actual cost from the target cost based on atleast one of: the current deviation and the current adherence identifiedfor the flight based on the actual cost of completing a remainder of theflight under current conditions; determine a plurality of options tochange the flight plan associated with cost savings for the at least oneof the current deviation and the current adherence and for the at leastone of the future deviation and the future adherence the flightprogresses, wherein the plurality of options to change the flight planinclude potential modifications to the flight plan to complete theflight; and generate instructions to adapt operation of one or moreavionics systems onboard the aircraft, based on one of the plurality ofoptions to change the flight plan.
 40. The system of claim 39, whereinthe at least one processor is further configured to: display theplurality of options to change the flight plan on a user interfaceonboard the aircraft; receive a selection, through the user interface,of one of the plurality of options to change the flight plan; andtransmit the selection of the one of the plurality of options to changethe flight plan to one or more avionics systems onboard the aircraft.